Automatic wireless train-control apparatus.



T'. E. CLARK. V AUTOMATIC WIRELESS TRAIN QONTROL APPARATUS.

APPLICATION FILED 11113.26, 1912. 1,104,165.. Patented July 21: 1914,

' 9 SHEETS-SHEET 1.

m il T. E. CLARK.

AUTOMATIC WIRELESS TRAIN CONTROL APPARATUS.

APPLIGATloN FILED 1111126.15112.

1,164,165. v Patented July 21, 1914J 9 SHEETS-SHEET 2.

Hlnurnmr T. E. CLARK. AUTOMATIC WIRELESS TRAN CONTROL APPARATUS,

APPLIGATION FILED PEB. 2G, 1912.

Patented Julyfl, 1914J 9 SHETSSHBET 3.

T. E. CLARK. AUTOMATIC WIRELESS TRAIN GoNTRoL APPARATUS.

APPLICATION FILED FEB. 2G, 1912A Patented July 21, 1914.

9 SHEETS-SHEET 4.

T. E. CLARK.

AUTOMATIC WIRELESS TRAIN CONTROL APPARATUS,l

` APPLICATION FILED FEB. 26, 1812. l i 1,1 O4,1 65. Patented July 21, 191i 9 SHEETS-SHEET 5.

T. E. CLARK.

AUTOMATIC WIRELESS TRAIN CONTROL APPARATUS.

, APPLICATION FILED FEB. 26, 1912. L. Patented July 21, 191A 9 SHEETS-SHEET T. E. CLARK.

AUTOMATIC WIRELESS TRAIN CONTROL AP/PARATUS` APPLICATION FILED FEB. 2a, 1912'.

i vPleled July 21, 1914.

Annuity.

T. E. CLARK.

AUTOMATIC WIRELESS TRAIN CONTROL APPARATUS.

APPLIOATI'ON HLBD 1113.26, 1912.

Patented July 21, 19M.

MMM.

9 SHEETS-SHBBT 8.

T. E. CLARK.

- AOTOMATIO WIRELESS TRAIN OONTROL APPARATUS.

i APPLICATION FILED PEB. 26, 1912. qlw Patented Ju1y21, i914 9 SHEETS-SHEET 9.

@immuni v lnuentm' THOLY'LAS E. CLARK, OF DETROIT, MICHIGAN.

AUTOMATIC WVIRELESS TRAIN-CONTROL APARATUS.

moines.

Specicatoii of Letters Patent.

ran-.meti .iu'iy ai, ieri..

Application filed February 26, 1912. Serial No. 679,803.

To Na/omi it 'indy concern.'

Bo it known that I, THOMAS E. CLARK, a citizen of: the United States, residing at l)etroit, inthe lcounty ot' lVayne, StateY of Michigan. have inyented certain new and useful liiiprovenieiits in Automatic Vlfireless Train-,Control Apparatus-g and I do declare the following to be a full, clear, and exact description of theinyention, such as will enable others skilled in the art to whichit appertains to niake and use the saine, ret-4 ercnce being had to the accompanying drawings-amido the characters of reference marked tl'iereon, which form a part of this specification.

rlhis vinvention relates to automatic wireae-s train "control apparatus especially designed i'or use in connection with block sigualsyslezns for tliecontrol of railway trains, and consists inthe construction, association and 'cooperation of parts hereinafter more lully set forth and pointed out particularly inthe claims.

'Ehe-'primary oiiuiccto the invention is to provide simple and ellicient apparatus for use inconncction with high-frequency highpoleiitial'alternating currents, .or sustained electrical oscillations whereby said currents r `may beaitilized for controlling electrically actinitalsignal'devices upon cars, loconioii ves, rabs, controlling stations. and switches, to indicate conditions as to safety or danger y within a certain block or Zone, and warn the `e .f :ine inan when conditions ot danger arise,

at the saine tiine making;`- automatic application.' olf the brakes to stop the train.

turthcr object is to provide a generator Iot' li'idrhftreouency currents for the control ot said signalling apparatus for eaclrblock ot' the' track. and to provide ineans whereby said generator is controlled by conditions of safety` to supply high-frequency current or .sustained oscillations, and by conditions of danger to suspend the production of said energy.

A. further object of the invention -is to provide a second circuit to be carried upon Y the locomotive, or other convenient part of pe, arti-al oscillating current circuit, said-.m-

p`iessed current 'circuit comprising a responder oi' a circuit closer actuatable by the tiow of current induced therein to close a local circuit and cause a resultant action of the signal apparatus. I

A further object is to provide means whereby the engine nian can release the brakes oi his train and proceed cautiously under control until lthe danger is located, or until he receives a signal that the track is clear and that he niay proceed without further caution.

The iiiryention further contemplates such arrangement, construction, and operation ot parts as will make applicable for operatiyef'purposcs a systei'ii ottlns kindy with respect to conditions encountered in the actual operation ot railway trains over either single or double tracks in both directions.

The above objects are attained by the construction and operative association of parts illustrated in the accompanying drawings, in which Figures l and'Q illustrate diagran'imatilally the application of this invention to a double track railway, showing generating circuits and track circuits and the apparatus for controlling' said circuits as applied to and used in connection with three blocks ot said double track. Fie', 3 is a diagraminatical View showing how by short circuitiiig theti'ack circuit in one block, the generating circuit .in the succeeding block will he opened to stop the tiow of liigli-frequeiioy high-potential alternating current in the circuit, therein. Fin'. 4- is a ydiagrammatical View of the apparatus carricd on the locoinrotiyo tor controlling the brakes and sigiilils and a high-frequency high-potential oscillating current circuit in operative association therewith, the position oitI th'e parts being such as obtains when the train is running under conditions of safety. Fig 5 is a diagraininatical View of the apparatus illustrated in Fig. 4, showing in addition, two blocks of a track and the apparatus on the engine as haying'pbeen actuated because ot a condition of danger to apply the brakes and aotuate the alarm or danger simial. F'g. (i is a diagrammatic-al View of the apparatus similar to igs. 4f and 5, illusformer 14 is a'spark gap 20. A high-potential oscillating circuit is formed to in'- clude said spark gap by means of the lines 2l and 2:2, in each of which is located a condenser Q3. To complete said oscillating circuit across the spark gap there is introduced therein, one or more turns of a copper in ductance or linking coil 24, thus forming a closed oscillating circuit in which high-potential highfrequency oscillating discharges take place, the connection of the line 21 of said circuit with the inductance coil or helix Qfl being made adjustable in the usual man'- ner. Adjustably connected with the inductance or linking coil 24 are lines 25 and Q6 respectively, line 25 terminating in a conductor E27, which is located close to the ground and lies parallel with the 1'." ack preferably between the rails thereof, and which is equal in length to the length of a block 'of the track, being so disposed .however as to terminate some distance from the insulated joint between the rails at one end, and to Y extend beyond said insulated joint into the next block to the rear at the othei end. At'v the termination of the line 26 is a counterpoise 2S or balancing capacity, which lies parallel with the track close to the ground and, preferably at one side, and extends from the insulated' joint of the track along the block to the joint opposite the terminal .of the conductor member27j of that block. These lines Q5 'and '26 with their terminal portions 27 and Q8 respectively and the linking coil 24, form a conductor, which for convenience will hereafter be termed the wayside circiiit into which, at each discharge in the high-frequency oscillating circuit, highpotential current energyT is received to oscillate forth and back therein. The counterpoise 2S acts as a balancing capacity in the wayside circuitto extend from the linking coil in opposedrelation to the limb or elcment fof said circuit.. A potential dilicrence is set up which causes a` strong surging of the oscillationsthroughout said circuit between said elements 2T and 28, by reason of which the. high-frequcncy current. may bc forced to the extrcmities'of the wayside circnil, when the limbs of' said circuit are brought into resonance by varying the ductancc and capacity thereof through the adjustable connections of said limbs with thc linking coil. liy this means the energyY is rendered as powerful at the extremity of the long limb QT as at its point of connection with the oscillatingcircuit, effecting an. .equal distribution of poweralong said limb and making possible theactualion of inst-ruiiieiitalitics from energy therefrom at airy point througlanit its length. The spark `n'ap vis cll'ectcd through the medium of a revolving disk Qlhaving laterally projecting coniilucting studs 30, which, as said disk -revotresv pass between the saai-k a eleci er l.

trodes 31.- Said electrodes are adjusted-to afford an air gap between them, normally too great for the oscillating current tospark across, but when the projecting` studs en the rotary disk pass between said electrodes, the air gap is shortened and liigh-frequency high-potential oscillating current discharges take placein the oscillating circuit.

The function of a spark .gap in an' oscillatory circuit is to allow the condenser to charge to the required potential and then to break down and permit the charge to surge back and forth until the energy is dissipated. To obtain the best results from the spark gap, it is desired that it shall afford a proper insulation when the condenscrs are charging, and shall conduct perfectly while the condensers-are discharging. rl`he nearer these conditions can be' arrived at the more etliciently will the spark gap perform its duty.

It. is well knownthat the heated surfaces of the electrodes at the spark gap give off metallic vapor which tends'to form a low-frequency arcand causes considerable irregularity in the 4radiating current. After the condenser is charged the insulation of the spark gap breaks down and the .gap momentarily becomes lfilled with metallic vapor, which, for the time being, forms a high-frequency alternating current arc. Itis the presence of the metallic Vapor which affords conductivity for the spark. After the discharge ceases, however, if said metallic vapor A`he not removed from the 'spark gap, the insulation will be'poor at the time the condenser is next being charged, hence the condition of spark efficiency will be wanting. It is, therefore, necessary to remove this vapor immediately and completely after the surgings of the condenser charge cease. This is done by means of the rotating disk whose projecting studs pass between the stationary electrodes, and 4arrangement which tends t0 obviate the metallic vapor are and causes al flow of air between the electrodes thereby keeping them cool.v By rotating the disk in timed relation with the frequency of the current supply to the primary of the transformer, its speed may be so regulated that one of its studs shall come opposite the stationary electrodes at the exact moment that the maximum of potential is obtained in the condenser. This will insure one discharge for each alternation of the current, while the complete absence of conducting vapors insures a satisfactory insulation for cach high frequency oscillating discharge at the spark gap. The regularity of discharge because of this form of spark gap produces a current of uniform quality in the wayside circuit, and conduces to a perfect' transfer ofenergy between the oscillating and wayside circuits.

iisl

gils

hours, hence the regularity oi" discharge at the spark gap to produce a uniform quality of current in the wayside circuit is Very irnportant, and requires an arrangement which dillers materially from other oscillating circuits Where the closing of a key rnoincntaril y produces, for short intervals, an Oscillating spark at the spark gap. f

It will benotcd that the track relay 10 of the block in adifancecontrols the armature 16 that forms a portion of the circuit which supplies energy to the oscillating circuit of the block in the rear, said relay acting as a circuit closer and opener accordingly as itis energized and denergized. It will be further noted that the short circuiting of the track circuit` of the block in advance would denergize the relay 10 of said circuit, thereby permittingr the opening of the circuit conveying" electrical energy to the high-frequency circuit, thus resulting in a cessation of energy from the Wayside circuit. The

, track transformers l0 are employed to step down the current from the power circuit, each track transformer supplying current to a track circuit including a relay l0, the arrangement beingl such that the track transiforiner in each 'block energizes a track circuit relay, said relay controllino the supply of power or energv-to the transformer of the high-potential oscillatinr circuit which furnishes energy for the adjacent block in the rear. 4

I have up to the present tinie confined iny description to the apparatus associated with and adapted to supply energy to the east bound track. The apparatus for the West hound track is the same. -The apparatus for the west' bound track may be described briefly as' a track transformer 32 connected through a switch with the power lilies G and and through the lines 34 and 35 with the track rails said rails being in turn connected through the lines 3G and 37 with the track relatf' 3S of the saine block, which, when cuori-iard, lattracts an .arn'iature 3i) and holds closed thc primary circuit of the transformer Ll()v4 comprising the lines 4l and/lf2, and including the rcactuncercgulator 43, the lines olf said circuit being` connected through the switch f-'i-lwith the power lines (S and 7. The terminals ol vthe secondary transformer 4U are connected to the spark gap electrodes 45, between uhicli revolves the disk 4G curryiug the conducting studs which cooperate with' said electrodes to shorten the gap' between the electrodes as the disk revolves. The oscillating circuit includes the condensers -l'r' and one or more turns of the linking coil or helix i8 with which one terminal of the oscillating circuit is adjustably connected. Also adjustably connected with said linking coil is the wayside circuit comprising the linesl 49 and 50, terminating in the Way-v side circuit conduct-or 5l and a counterpoise erleidet or balancingconductor 52, ',llie function and operation of this apparatus is she saine as that already described, is employed to supply energy to the West bound track and to control. such supply.

,To utilize the energv from the Wayside circuit between and alongside the trackrails, and designated elements 525, 26, 2'? and 28, there are employed a receiving circuit and a local operating circuit controlled by said receiving circuit, both mounted on the train, preferably on the locomotive and tender. Thelocal circuit may be energized in any desired manner, .storage batteries prefered, and the current of said circuit operates the various instrumentalities herein after described. The receiving circuit coniprises a main brunch and a pick-up branch, the `toi-mer utilizing the energy from the main-line circuit nieinher 27, and ,the other utilizing energy' from the part 28, Suid ceiving;l circuit is shown diagraniatieelly iv Figf-lassociated with the Wayside circuit and with the generato-r of high-potential high-frequency oscillations, and with the oscillating circuit, and said receiving circuit comprises harp members 53 of cert-ain capacity, lformed oit a plurality oi'i` strands of wire connected to one terminal of the line 5cl. and. located under the locomotive so as to parallel the Wayside circuit nimber 27 at a predetermined distance therefrom. The line 54C leads to a binding post 55, thence to a `front iindingposts'jof themainrelay 57, the Inov- :ible Contact 97 of the armature of the relay, when in the position shown in Fig. t, thence on 'the line 59 to thermo-electric relay 60, thence to the variable inductance Gl, and then to ground SQ. The ick-up branch circuit is also mounted on t e locomotive, and comprises smaller harp-like elements (35 adjacent and adapted to receive electricai energy from the counterpoise or balancing;- capacity S28, and disposed in spaced parallel relation thereto. The receiving' elements G3 oi" the pick-up circuit are connected to line (-l leading;r to binding post 65, and thence to the liront bindingr post GG on the main relay, thence by the metallic frame 9G of said relay to the rear contact 58, the movable contact 9T, and on line 59 through thernui-elcctric relay 60, thence to inductancc Gl, and to earth G2.' Said pick-up branch circuit is closed when the main relay 57 is denergized, and being thus cioe/ed is the first to receive current influence from the Wayside circuit, which current influence flowing along the line of the pick-up branch circuit encrrizes the thermo-electric relay to ciose a local circuit including the inain relay 57 and energizes said main relay 57 to put into operative position the train control and signal apparatus as hereinafter explained The ,local circuit which also includes the thermo-electric relay and main relay or Viis 70 by means of the lines`71 and 71L throng a suitable switch72.v The thermo-electric relay 60 which is connected in the pick-upf and receiving circuits will now be described with respect to its construction and operation, reference being had more particularly y to Figs.' 9 to l2 inclusive. Rigidly secured to a suitable base 73-is a brass bracket 7 3 having laterally extending terminal portionsl 74, connected by -a spring 75, curved in the arc or' a. circle. Engaging said spring is an adjusting screw 7 6 to vary the tension Ithereof for purposes hereinafter stated. Mounted at the angles of the' lateralprojections of the bracket are the insulated posts 77. Extending between and electrically connecting tliepsts 77 is a line Wire filament 78 of high resistance, and preferably of non-oxidizable metal. The receiving circuit wire 59 leads to a binding post 79, thence to one of the posts 77, while the opposite post is connected electrically with a binding post 80 from which leads the receiving circuit wire .'39 to the inducta-nce -61, thus completing the path of the receiving circuit across the fine wire filament of the thermo-electric relay. Extending downwardly from the central portion of the fine wire 78 is a strand of finesilk ber 81 whose lower end is woundarcunda` spindle journaled at its ends as shown in Fig. 10 in the supporting bracket 83.V Fastened at one end to the spindle, and secured at its other end to a small s tud 84 is a tine coiled yspring The tension of this spring is normally exerted to place a light stress upon the silk fiber Sl and to exert a slight downward pull upon thc fine wire 78'. Upon the spindle 82 is a disk S6 of insulating material liaying two oppostd contact plates in the periphery thereof, which are electrically connected to said spindle, as shown in Fig. 12. Mounted upon the insulated pillars 88', are the contact, arms 89 of thin platinum or other metal of high conductivity. The outer ends of these contact arms rest against the periphery of the disk 86 of insulating material on the spindle 82. The line G7 of the local circuit leads to a binding post 90, and thence ou -the lines Li7" and 67 to the pillars 88 of the lines G7b and 67 to the pillars S8 of the contact arms-89. The other line G7 of the local circuit leads to a bindingl post ill and from thence on line G7 to the spindle or shaft S2.

W'hen the parts are in their normal position, the contact arms- 8S) rest-against the insulation surface of the disk 86, so that 67, is'normally open, in which position thc tendency of the spring S5 to turn the shaft or spindle 82 is resisted by the silk strand Sl, which holds the disk S6 against rotation. Upon the passage, however, of a high-frcquency current over the pick-up of the receiving circuit, comprising the line G-l, the binding post (36 on the main relay, the back contact 58, the movable contact 97', and the 'line 59 leading to the thermo-elect-ric relay, tlie flow of current over the line wire filament 78 will instantly heat it to suoli an extent as to cause it to sag` and allow the spring 85 to slightly rotate the shaft and turn the disk such a distance as to cause the contacts S7 thereon to register with the contact arms S9, thereby closing the local vcircuit 67 and G7 and energizing the main relay 57, said local circuit remaining closed as long as there is a flow of currentl inl the receiving circuit over the fine wire 7 8j of the thermo-electric relay'of suflicient Aenergy to heat said wire and cause a sag therein.

Upon the cessation of' currentacro'ss the fine wire filament it will cool and contract, thereby drawing up the silk strand Stand' rotating the spindle 82 against the action of the spring 85, which carries tliecontacts 87 out. off electrical connection with` the contact arms 89, and opens said local circuit. It will be noted that thecontact arms' 89 are' in shunt with one another, the arrangement being such that the local circuitv thr'ogughl Ithe mainfrelay will be closed by Contactv of jeitheroiieof 'said' arms with oneof thevcontacfplates'roiil theV insulating disk 86. It'will [further be noted that by manipulatingvthe screw 7 6 so as to exert a pressure upon the `spring 75 thecurred terminals 74 ofthe :bracket may be spread or forced' apart so as lfto place the desired tensionv upon the linev wire` filament 78, said screw beingemployed to regulate or Vary the said tension to properly adjust the device 'for various. working conditions. Flat headed screws 74? hold the bracket arms 74 from swinging forward.

The main relay 57 has several important functions in connection with the signal and train control apparatus, and that it maybe understood in detail with respect to its construction and operation, it will now be more fully described, reference being hady more particularly to Figs. 7 and8. A 'frame 92 is inounted upon 'a suitable base 93,' said frame carrying the bindingposts for the several lines and also supporting the ener` gizing coils. The armature'i is pivoted at 95 and carries thereona plurality of movable contact members 97 and 103 adapted, when the relay is energized, to make contact with the front-contacts or binding posts,

roo

and when the relay is denergized to drop back by gravity and make contact with the 'plurality of rear binding posts as indicated by the full. and dotted lines in Fig. 8, and a third movable Contact member adapted, when the relay is energized to engage the front contact 121. :ls already stated, when the relay is fleiinerg'ixerl, the pickup branch G4 of the receiving circuit is closed through the post 6G of the main relay to which said line leads, through the metal lportion Q oi the traine of the relay with which said binding; post is in electrical contact, through the back contact 58, the spring contact member 97 on the armature, and through the line 59 leading from said contact member to and through the thermo-electric relay and the inductance 6l to the ground. The eil'ect therefore of the initial passage of a current over the pickup branch of the receiving cir cuit will be to actuate the .thermo-electric relay and close the local circuit 67 and 67, thereby causingI the energizing' of the main relay, causing. 1t to attract its armature and carry the movable contact members thereon into engagement with the front contacts ci' the relay. This energizing of the main relay produces'several results by reason of the closing of the several circuits through the front contacts thereof, the first being vthat of closing the main receiving circuit through the contacts of said relayf as follows: Upon the energization of the main Vrelay and the consequent attraction of its armature, the receiving,r circuit, including the line 54, Will be closed, and will comprise the binding post 56, the front contact 98 of the relay which will then be engaged by the movable contact; 97, (which Will at that time be swung out of engagement with the rear contact 58,) and through the line 59 connected with said movable Contact to the thermoelectric relay 60, the Variable inductance 6i, and ground 62. This closing of the main receiving' circuit by the ener ization oi' the main relay Will cause the big -potential current which is being im ressed into the harps 53 of said circuit to ow constantly across tbe fine Wire filament 78 ci' the therinoelec tric relay, notWitbstandingl the tact that the actuation of the armature of the main relay will have opened the piek-up circuit liy separating the 4movable contact 97 from the back contact 58. rlhis current over the lilament 78 of the tbermo-electric relay will maintain closed the local circuit in 'which the inain l relay is located so long as there is a flow of Licence incyable rela-y contact 103, .troni relay conthesaid core, said Valve controlling; the train pipes lle of the air brake system. The construction et the valve and its manner of ciperation through the energization and de energize-.tion of the solenoid 99 'will be more clearly understood upon reference to Figc. 13 to l5, inclusive. ln Fig. i3 .the solenoid 99 is shown. energized and the valve llt?,

which is of tbe balanced type, is shown' closed. in big. lli this magnet is shown deenergiaed and the valve open to permit of tbe passage of fluid under pressure. @ther types oi.z valves may be employed, the one herein. shown being deemed sni'iicient to illust trate the principle et operation. lt is well known that in air brake systems, an. application .of the brakes is made by exhaust-ing air from the train pipe. lWhen the valve 1l2 is opened, train pipe. pressure is allowed t0 escape and :in application oit' the brake occurs.l Upon the cnergizotion of the magnet the'valve is closed, so that the train pipe pressure may be restored, and the brakes released in the usual manner.

fit .is designed to employ in connection 'with this system an audible alarm in the form oi' a whistle, illustrated at 115 in Figs. yl, .i, and 5, connected 'with an airor steam pipe 11.5, Vwhich is controlled by a.. Valve lill' similar in construction and operation to the stein oi" 1valve 117 is connected with solenoid l0() and is actuated by the encreixation and deinergization ot said solenoid as is valve 112. llbile the solenoid remains energized the whistle valve 11.7 is closed and steam is out oil' vfrom 'the whistle. ."U (flenergization of the n net iG they; ce valve will open and air c steam under valve i12 just described. Lilie Valve'1 2 the sure from any suitable source is allowed to j nass into the Whistle and sound an clarin. The circuit of solenoid i0() includes the line 110 which leads from the coil terminal, 118 thereof to the negativebusbar G9; the line lli? which leads from the positive bus-bar 355 to the binding post 1:20 ciE the front intact 121 of the main relay, thence, when. said relay is energized, tbrougb. the movable oontact and therefrom on li'i` 123 to the other terminal 124 the winding; ofthe solenoid lOO. i Y that the energiuiin oit the ninin relay closes lthe circuit of solenoid loo nultaneously 'with 'the el..." oil: nit to the soleM noid thereby enlili) crgized to actuate their respective valves to close the train pipe, and the air pipe leading to the whistle. rIhereis a still further 'function pertoriuiwl by the energizatien of the main relay, :and that is the closing of a circuit through the colored lainp 125, preferably green, which is located in the ,locomotive rah to serve as a visual signahand whose circuit comprises the line 11i) leading iroiu the positive bus-bar, the contacts 12.1 and 122, the line 123, the connerted line 126 which leads to .said lainp, and the retuin line 12T which connects to the negative busbar 69, thus causing a flow ot current from the battery 70 through said lanip while the main relay remains energized It will now be understoodthat while the receiving circuit :is receiving the energy inipressed nponit by the wayside circuit, the main relay willremain energized and heep closed the circuits for the currents that will energize the solenoids to maintain the whistle andrtrain valves closed, and at the saine time keep closed 4the circuit ot'. the signal lamp 125, which will preferably be green in accordance lwith the custom employed in railway signals to indicate a clear track and conditions of safety. This visual signal is not necessary in connection with the audible whistle, but its use is preferred as an additional safeguard.- The engine man in the cab, as long as this condition obtains, will know that the track is clear, and that he may drive his train in .accordance with its schedule. p

The supply of high-potential energy to the wayside circuit, as already explained, is controlled by the track relay 10, and Fig. 3 illustrates how the presence of a train in a block will short circuit the .track circuit Aof that.

block andcnt off the supply of energy to the block to the rear, that is, the block over which the train has linst passed. Referring to Fig. 3 by the reference characters thereon, 128 'indicates a train inpblock B.`the current 'for the track circuit ot' which is supplied by traclt transformer 10 at the right' of said drawing, said circuit including the track relay 1'0 at the lett ot said drawing. Because of the presence of the train 12S `the track circuit. block ll has been short circuited, thereby cutting ott' the current from track relay 10 and allowing armature 1G to tall away and open -the circuit of high-potential transformer 1l of block A, thereby causing a cessatin ot' the supply of energy to the wayside circuit comprising the elements 27 and 2S ot that block. A following train will be prevented troni traveliug'hir in block A, for the reason that the main elenient 2T of the wayside circuit which extends out ot block A into the succeeding block will he deprived of its energy and would tail to impress a current llow in the receiving circuit ot" that train. This condi- 100, permitting the valves controlled hy said solenoids to open and apply the brakes'jand hlow the whistle 115, which will not Yinly bring the' train to a stop, but will also give an audible warning to the engine man of the Vobstruction in the block B ahead.

i In View of the possibility of the whistle ll'not sounding through the failure of the air or for sonic other cause, there is provided `a visual signal in the torni of a red light 129 (see Figs; et, 5, and (5) which is located in a circuit comprising the line 101 leading 'troni positive bus-bar 68,' movable contact .l03 oit' the iuain relay, and back contact 132, on metallic frame 53, binding terminal 134 connected therewith, on line 135, and onco`n nected line 136 leading to said lanip. The return side of said circuit is completed by vshort line'137 connected to line 127 which leads to the 5 negative bus-bar (it), whereby,

by opening of the main relay current will be caused to liow through the circuit of the red lamp 129 and by the illumination thereofl at- `ford an additional visual danger signal. Assuming that the train is ruiming under conditions of safety with the parts in the condition shown in `Fig. 4, with the train pipe and signal valves closed and the green lainp burning, and is occupying the block B 'of the track; and further assuming that another train is occupying block C as indicated at 138 in Fig. 5, then said train in block C will short circuit the track circuit' of said block and de'encrgize track relay l() of block C controlling the generator of block B, thereby opening tlie'circuit of the higlr potential transformer 14 and cutting ott the supply of energy to' the wayside circuit Veponlot ductor 27 and 28 in block B. The absence of current in the wayside circuit will cause theinipr'essed current in the 'receiving circuit to cease, and a consequent denergization of `the main relay which will open by gravity.. and break the circuits ef the solenoids 99 and 100, permitting the valve in the V4tra-in pipe to open and apply the'b'rakes;1 and the whistle valve to open and sound the-whistle, at the saine time opening the green lampI circuit and closing the circuit of the red lamp, thereby indicating to the engine man a condition of danger and notifying hiiny ot the presence of a. train or other obstrucs tion inthe block'ahead. v I l Should tl'iecngine man desire to release the brakes of his train and proceed 'slowly iml torward under check until` the end of the h hck is reached, he may do so by depressing the release key .139 (Fig. 6 wherein 130 indicates the train in block B) which will close the circuit across the terminals of the lilies 127 and 140, said line 127 leading to the negative bus-bar G9 and the circuit being til) oli

completed on line 101 'from the postive busbar, the rear Contact 1353, the frame 133, the binding post 134, the line 135 toline'llll, to one terminal. of the Winding ci' the 4relay itl-12. and l'rorn the other terminal of said winding on line 143 to line 140 .back to said release .key 130, thus causing a iioiv of current from the battery '(0 through the relay isi-E2, energizing said relay and actuating its armature 14e to press the movable contact against the Contact 146, This cilects the closing of the local circuit through the rela y 142 comprising the. short line 147 from said contact 146, the connected line 12?, negative bus-bar G9, through the battery, then over positive lons-bar and line 101 leading therefrom, movable Contact 103 of the main relay, reni contract 132, metal i'sainejf, and lines 135 and 141, to one terminali' the winding ci seid rel-ey, and from the other terminal oi' said Windinc on line to n'iovablc Contact lt will thus be seen that the momentary closing oi2 the release key (which is selfrestoring) will establish' local circuit through the relay 142 and, maintain said reiey closed :notwithstanding the circuit ci the release key may he iinrnediatelyb opened' by releasing said' key. 'lbe movement of the armature lill of the relay 14e? notonly closes its local circuit just desc bed, but also actuates the movable contact 143 Aand carries it into engagement with the contact 1&9, thereby closing a circuit at said contacts, comprising the line 150 leading to the positive bus-bar, then to the storueje battery and back to the negative bus-bar and over the lines 110 and 109 to one terminal o'lf the winding of the solenoid f) and from the other terminal of said winding on line 106 to line 151 and to the other movable contact 148, thus causing a flow of current through solenoid 99 and energizing said coil to lift its core and close valve 112 oi the train pipe 114, thereby releasing the brakes and enabling the engine man to proceed under control, as shown in hij. llut the Whistle 115 will continue to lilou' and the red light will still lglow as a constant warning of danger.

llhcu the mi ine man has taken his train to the liniit oi' ,the block l by releasing the hrukcsl and under control with the conditions indicating; (langer as just described and illustrated in Fig. i5, he brings his train to a stop at the entrance-.1, oi" the, next block and there remains until theapparatus in Ahe cab indicates a condition of ssifety rif cation will not he ,qireniinlil the tram, gilieafl has passed over blot-k tl thri'uinjh block L, and into block ll, 'when the ack relay l0 loi block l) will again be enci Lied, thereby closing the higlnpotentia ieratiiir circuit 'for block t" rcstmingenergy to the wayside circuit nieinber Q7 oli said block and enabling the train lying in bloei:` B at the entrance to l1clock C to pick up energy from the Wayside circuit conductor 27 ol' block C. After the main relay has been closed by current from the counterpoise of block B which became energized when the train left block (l, there by holding closed said main relay, through the operation of the thermo-electric relay, and causing a consequent energizing of the solenoids 99 and 100 to close the train Telve and whistle valve respectively; the cutting' out of current from the red lamp, .and a return ilow of current through the cimuit of the green lamp. The closing ofthe main relay 57 will also break the local circuit of the relay 142 and ope-n the circuits at the contacts 145 and 146, and 148 and 149 ree-- spectively. This restoration of the appara-4 tus in the engine cab by the closing of the main relay through the operation of the thermo-electric relay in the receiving circuit will indicate a condition of safety under which the engine man may proceed. As was stated, the relay 142 was energized by a current which passed from the positive busbar 68 over the Wire 101 to the movable con tact 103, freine 133, binding post 134, wire 135 to the, relay, and from the relay over the Wire 143, contacts 145 and 140, Wires 14:7 and 127 to the negative bus-bar 69. When the main relay 5T is energized, the movallle contact will he disengaged from the contact 132 carried by the frame 133, and this local circuit to the' relay 142-Will be opened, resultingr in a separation of the contacts 145 and 11G, and ofthe contacts 148 andlil.

Referring again to the'arrangeinent shown with respect to the insulated blocks or sections of the track, and the location of the main Wayside circuit conductor and the counterpoise with respect thereto, it is again pointed out that the main Wayside circuit' Wire 2T of one block extends' beyond the point of insulation of the track rails into the next block, and that the counterpoisc 28 extends from the terminal of the main Way side circuit to a point in transverse alinement with the track insulation. This arrangement is malle to provide for proper operative conditions, the purpose of which, inconnection with the running of trains, may be described as follows: A train passing along' the east bound track and stopping in block D will short circuit the track circuit for said block, and cut oli the current supply from the main wayside circuit and the counterpoise'in block C. Under these conditions, a train following Will have a clear indication until it reaches the entrance to block C. When that point is reached, however, beca lse ofthe absence of the Wayside. current in the radiating circuit of block C, the receiving circuit on the locomotive .Will receive no current and the main relay will open by gravity, thereby causing an application of; thebrakes, the sounding of the wht-tls, and the illu1ni`- f y trannie? ating higicrequcnc grounded conductor on a vehicle having an element edg'accnt to but separated :from the lined conductor, for complicating a closed os olii-ating circuit from said fixed conductor baci: to its source, said conductor on the vehicle including a ,suitable translating dcel. in train control apparatus, a track, a source of high potentiel oscillating current, a1 conductor connected therewith and extending alongf the track, a conductor on a vehicie having an element adjacent-to but aepareted from the iixed conductor, means ground the conductor on the veloA le and ,e deiv'icc in seid vehicle carried conductor depending :tor its action entirely upon current iioiving in the train carried conductor,

5, in a, railwey System of train control, pir, a Wayside circuit disposed in pan alie with the track ccnfnorieing= two limbs` out ci' elinerncnt with each other, a circuit generating a higlrfrequency high-poiel current, avarieble inductance included .in seid generating circuit, the limbs of the Wayside circuit being independently and adjuetebly connected to said indue! tance, e vehicle adapted to move along the track, a receiving circuit on said 'vehicle heving a portiondisposed adjacent one limb cil seid Wayside circuit, e second receiving :cuit on Said vehicle having a portion ipted to become dispos-ed adjacent the or limb of the Wayside circuit, and instrunicn in and common to both circuits on the -vehicle adopted to be actuated by the iovv olf current through either of seid cir'n cuite.

5. train controi apparatus comprising track, a, Wayside circuit disposed in parallelism with the track and comprieing a main limb, and u counterpoise out ci' aline nient with the main ii'inb, a circuit for generhighqictential cur rent for sau. circuit, vehicle adapted to move al., ig the trecli', a receiving circuit on said vehicle h aving a branch with a portion disposed adjacent the nie-in liinb ci said radiating circuit, u, second branch of the receivin` circuit on said vehicle having a portion `isposcd adjacent the counter poise of seid wayside circuit, and signal controlling; iustrumentalities actuable by a flow of current in either oit' the branches of the receiving circuit on the vehicle. y

7. in train control apparatus, a track, a source of high-potential oscillating current, a wayfftidc conductor connected therewith and extending parallel to the track, :i con ducto?" carried on e vehicle, including n. translutnwj device and having a. portion spaced from the wayside conductor Such a distance thi .uliicicnt cle';'ro-f-;t:itic xaction takes placTA fc'fveen said Wayeide conductor and said portion to establish in the vel iclecarried conductor e current sufficient to eensibly ali'ect the translating device.

8, ln train control apparatus, a, track, a vehicle on said track, a source of alternating electro-motive force including a tuningdcvice, a Wayside circuit Anear the ground coin- ]nising one limb extending from one point on Suid tuning; device parallel. with the track and e second limb out of alineinent With the iirst, also parallel to the track and connected to another point on the tuning device, receiving conductor carried by said vehicle comprisP ig two branches, one near each of the limbs of 'the wayside circuit, a trans iating device connected to said conductor, and a second conductor on the vehicle inu cluding e tuning device for grounding the translating deviceu 9. n train control apparatus, e treclr, a Wayside circuit parailei with the track, means for supplying current to the Wayside circuit, a 'vehicle movable along the track, a receivin,y circuit ou said vehicle, a terminal element for said receiving circuit comprisin a pluraiity of parallel strands connecte thereto, seid terminal element being disposed to receive current from the Wayside circuit, and. an instrument in the receiving circuit mechanically actuatable by the flow ci curtherein.

l0. in a trein control apparatude track,

a ivayeide circuit parallel with the track having portions disposed ont oi aiinernent with euch other, ineens for supplying e high-potential high-frequency current to the Wayside circuit, a vehicie movabie along the track, e receiving circuit on the vehicle comprising two branches, onev branch of said receiving circuit having a capacity ording element disposed adjacent e portion of the Wayside circuit, the other branch of the receiving circuit having e capacity 'aliording element disposed adjacent another portion cia' the Wayside circuit, and en 1netruinent in and common to both brenciiee oi the receiving circuit mechanically actuatable by the flow of current in either branch.

1l. ln e railway block system of train control, insulated track sections dividing the track into blocks, a Wayside circuit 'for each block having two limbs disposed ont of alinement, one limb terminatino" at the point oi insulation between smid blofilr and an ed jacent block and the other limb extending beyond the point of insulation between said lock and the other adjacent block, means in each block for supplying curreni` to the limbs of the Wayeide circuit, a `vehicle on the track, :i receiving circuit` on said vehicle having a, liranch disposed to receive current from one limb of the wayside circuit, and a branch disposed to receive current from the other limb of the Wayside-circuit, and instrumentelities actuatable by the How of current in the branches of the receiving,V circuit.

12. In e railway block system of train control, insulated track sections dividing the truck into blocks, a Wayside circuit for each block comprising n main limb and u pick-up limb, the pick-up limb of the Wayside circuit of seid block terminating ut the point of insulation nt one end of the block, the mitin limb of the wayside circuit extending beyond the point of insulation ut the other end of the block, end means for supplying current to the limbs of the Wayside circuit of each block. o

13. ln a railway block syst-ern 03E train control, insulated track sections dividing the track into blocks, u Wayside circuit for each block having two limbs, one limb of seid eirgnit terminating at the point of insulation at .or'e end of the block and the other limb extending beyond the point of insulation at the other end of the block .into the succeeding block and both of said limbs being located in parallelism with the track, means for supplying current to the limbs of the' Wayside circuit for euch block, n vehicle on said track, :iv receiving circuit on seid vehicle, said receiving circuit having n line provided with n portion disposed to receive current troni one limb of the Wayside circuit and having a line Witha portion disposed to receive current from the other limb of the Wayside circuit,

'and a translating device on said vehicle, in

the receiving circuit.

1+i. ln train control apparatus, a source of high potential oscillziting current, a condenser, said condenser including a: elements e fixed conductor parallel to the track and connected to said source, and :i grounded conductor carried by a vehicle and traveling adjacent to but separated from said fixed conductor, and a suit able translating device connected with seid train carried conductor.

In testimony whereof, I sign this speeiiieation in the presence of two witnesses.

THOMAS E. CLARK.

Witnessesz- H. R. MILLER, J. Orro BAENZIGER. 

